Aircraft in-flight entertainment system with enhanced passenger control units and associated methods

ABSTRACT

An aircraft in-flight entertainment (IFE) system includes an entertainment source, passenger seatback displays coupled to the entertainment source, and passenger control units. Each PCU is associated with a respective seatback display and includes a touchpad configured to recognize multiple simultaneous touch points.

RELATED APPLICATION

This application claims the benefit of U.S. Provisional Application Ser.No. 61/310,564 filed Mar. 4, 2010, the entire contents of which areincorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to the field of aircraft in-flightentertainment (IFE) systems, and more particularly, to passenger controlunits (PCUs) for passenger control of an aircraft IPE system.

BACKGROUND OF THE INVENTION

Commercial aircraft carry millions of passengers each year, andtypically include in-flight entertainment (IFE) systems for passengerenjoyment during such flights. Entertainment systems may includeindividual seatback displays, where movies or other stored videoprogramming are selectable by the passengers. In addition to prerecordedvideo entertainment, live television broadcasts may be provided viasatellite receivers.

Such aircraft IFE systems, however, suffer from several disadvantages.Some passengers find that the aircraft IFE systems are complicated tooperate. Selection of the viewing content, for example, can provedifficult due to the awkward placement and operation of the usercontrols. The user controls are also known as a passenger control unit(PCU).

One approach to address this disadvantage is to provide a PCU thatremains tethered to the passenger's seat. This allows the passenger toconveniently position the PCU for operation. Panasonic AvionicsCorporation, for example, offers a tethered PCU for aircraft IFEsystems.

Another approach to address this disadvantage is to integrate the PCU aspart of the seatback tray for controlling the visual display unit (VDU)that is integrated into the passenger seatback. U.S. Pat. No. 6,177,887discloses input controls on the seatback tray for controlling audio andvideo channel selection.

Similarly, U.S. published patent application no. 2009/0288123 disclosesa PCU integrated as part of the seatback tray. The PCU is configured asa touch pad for controlling a projection display system that is alsointegrated as part of the seatback tray. The projection display systemprojects an image onto the rear of the forward seat. The touch padallows the passenger to move a cursor or arrow across the displayedimage to select and control viewing of the entertainment category.

Even in view of the above-described PCU configurations, there is still aneed to improve passenger control of an IFE system.

SUMMARY OF THE INVENTION

In view of the foregoing background, it is therefore an object of thepresent invention to provide an enhanced passenger control unit (PCU)for an IFE system.

This and other objects, advantages and features in accordance with thepresent invention are provided by an aircraft IFE system comprising atleast one entertainment source, a plurality of passenger seatbackdisplays coupled to the at least one entertainment source, and aplurality of PCUs. Each PCU may be associated with a respective seatbackdisplay and comprises a touchpad configured to recognize multiplesimultaneous touch points. Each PCU may be positioned next to arespective seatback display in a passenger seatback.

Each touchpad may initiate display of different entertainment categorieson the respective seatback display associated therewith, with thedifferent entertainment categories being overlaid over a currentlydisplayed image.

Each touchpad may permit the user to change display size of thedifferent entertainment categories being displayed based on recognitionof multiple simultaneous touch points by the user. Each touchpad maypermit the user to change display size of the different entertainmentcategories being displayed based on recognition of multiple simultaneoustouch points by the user. A respective controller may store thedifferent entertainment categories to be displayed, with the controllerbeing coupled between a touchpad and a passenger seatback displayassociated therewith

A respective connector interface may be associated with each passengerseatback display, and comprise an input to receive video and controlsignals from a user's portable device. The connector interface maycomprise a power charging output for interfacing with the user'sportable device for charging thereof.

The aircraft in-flight entertainment system may further comprising aplurality of seat electronic boxes (SEBs) coupled to the plurality ofpassenger seatback displays, and a signal distribution networkconnecting the at least one entertainment source to the plurality ofSEBs. The at least one entertainment source may comprises a satellite TVreceiver and/or a direct broadcast (DBS) receiver.

Another aspect of the invention is directed to a method for operating anaircraft IFE system as described above. The method may comprisecontrolling the IFE via a PCU, with each PCU being associated with arespective seatback display and comprising a touchpad configured torecognize multiple simultaneous touch points.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of the overall components of the aircraftin-flight entertainment system in accordance with the present invention.

FIGS. 2A and 2B are a more detailed schematic block diagram of anembodiment of the in-flight entertainment system in accordance with thepresent invention.

FIG. 3 is a schematic rear view of a seatgroup of the in-flightentertainment system of the invention.

FIG. 4 is a flowchart for a first method aspect relating to thein-flight entertainment system of the invention.

FIG. 5 is a flowchart for a second method aspect relating to thein-flight entertainment system of the invention.

FIG. 6 is a more detailed schematic block diagram of a first embodimentof an antenna-related portion of the in-flight entertainment system ofthe invention.

FIG. 7 is a side elevational view of the antenna mounted on the aircraftof the in-flight entertainment system of the invention.

FIG. 8 is a more detailed schematic block diagram of a second embodimentof an antenna-related portion of the in-flight entertainment system ofthe invention.

FIGS. 9-11 are simulated control panel displays for the in-flightentertainment system of the invention.

FIG. 12 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a soft-fail featureaccording to a first embodiment.

FIG. 13 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a soft-fail featureaccording to a second embodiment.

FIG. 14 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a moving map featureaccording to a first embodiment.

FIG. 15 is a schematic diagram of a portion of the in-flightentertainment system of the invention illustrating a moving map featureaccording to a second embodiment.

FIG. 16 is a schematic diagram of a portion of the in-flightentertainment system illustrating registration circuitry in accordancewith the invention.

FIG. 17 is a flowchart of a method for registering seat electronic boxesfor an in-flight entertainment system in accordance with the invention.

FIG. 18 is a schematic diagram of a portion of the in-flightentertainment system including digital radio receivers at the headendunit in accordance with the invention.

FIG. 19 is a schematic diagram of an aircraft illustrating anotherembodiment of the in-flight entertainment system illustrated in FIG. 18.

FIG. 20 is a more detailed block diagram of a seat electronic boxillustrated in FIG. 18.

FIG. 21 is a more detailed block diagram of a passenger control unitillustrated in FIG. 18.

FIG. 22 is a schematic diagram of a portion of the in-flightentertainment system including digital radio receivers at the seatelectronic boxes in accordance with the invention.

FIG. 23 is a more detailed block diagram of the seat electronic boxillustrated in FIG. 22.

FIG. 24 is a schematic diagram of an aircraft illustrating anotherembodiment of the in-flight entertainment system illustrated in FIG. 22.

FIG. 25 is a schematic diagram of a portion of the in-flightentertainment system illustrating a distributed memory in accordancewith the invention.

FIG. 26 is a more detailed block diagram of the seat electronic boxillustrated in FIG. 25.

FIG. 27 is a schematic block diagram of a portion of the in-flightentertainment system illustrating operation of a portable wirelessdevice with an aircraft in-flight entertainment system in accordancewith the invention.

FIG. 28 is a flowchart of a method for operating a portable wirelessdevice with an aircraft in-flight entertainment system in accordancewith the invention.

FIG. 29 is a perspective view of a touchpad PCU input device integratedon the topside the seatback tray in accordance with the presentinvention.

FIGS. 30-33 are displays on the VDU illustrating the availablecategories for passenger selection in accordance with the presentinvention.

FIGS. 34-35 are displays on the VDU illustrating the available optionswithin a selected category in accordance with the present invention.

FIG. 36 is a more detailed view of the touchpad PCU input deviceillustrating volume and brightness controls in accordance with thepresent invention.

FIG. 37 is a more detailed view of the connector interface area shown inFIG. 29.

FIG. 38 is a view of a passenger seatback illustrating a touchpad PCUinput device integrated on an underside of the seatback tray inaccordance with the present invention.

FIG. 39 is a block diagram of a portion of the IFE system showing a PCUinterfacing with a VDU in accordance with the present invention.

FIG. 40 is a view of a passenger seatback illustrating a touchpad PCUinput device integrated therein in accordance with the presentinvention.

FIG. 41 is a perspective view of a seatback illustrating a membraneswitch PCU input device integrated on a topside the seatback tray inaccordance with the present invention.

FIG. 42 is a view of a seatback illustrating a membrane switch PCUintegrated on an underside the seatback tray in accordance with thepresent invention.

FIG. 43 is a view of a passenger seatback illustrating a membrane switchPCU input device integrated therein in accordance with the presentinvention.

FIG. 44 is a more detailed view of the control inputs for the membraneswitch PCU input device as shown in FIG. 41.

FIG. 45 is a view of a seatback illustrating a touchpad integrated on atopside of the seatback tray to control a virtual PCU input devicedisplayed on the VDU in accordance with the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will now be described more fully hereinafter withreference to the accompanying drawings, in which preferred embodimentsof the invention are shown. This invention may, however, be embodied inmany different forms and should not be construed as limited to theembodiments set forth herein. Rather, these embodiments are provided sothat this disclosure will be thorough and complete, and will fullyconvey the scope of the invention to those skilled in the art. Likenumbers refer to like elements throughout, and prime notation is used toindicate similar elements in alternative embodiments.

The major components of an in-flight entertainment system 30 inaccordance with the present invention are initially described withreference to FIGS. 1 through 3. The system 30 receives television and/oraudio broadcast signals via one or more geostationary satellites 33. Thegeostationary satellite 33 may be fed programming channels from aterrestrial station 34 as will be appreciated by those skilled in theart.

The in-flight entertainment system 30 includes an antenna system 35 tobe mounted on the fuselage 32 of the aircraft 31. In addition, thesystem 30 also includes one or more multi-channel receiver modulators(MRMs) 40, a cable distribution network 41, a plurality of seatelectronic boxes (SEBs) 45 spaced about the aircraft cabin, and videodisplay units (VDUs) 47 for the passengers and which are connected tothe SEBs. In the illustrated embodiment, the system 30 receives,distributes, and decodes the DBS transmissions from the DBS satellite33. In other embodiments, the system 30 may receive video or TV signalsfrom other classes of satellites as will be readily appreciated by thoseskilled in the art.

The antenna system 35 delivers DBS signals to the MRMs 40 forprocessing. For example, each MRM 40 may include twelve DBS receiversand twelve video/audio RF modulators. The twelve receivers recover thedigitally encoded multiplexed data for twelve television programs aswill be appreciated by those skilled in the art.

As shown in the more detailed schematic diagram of FIGS. 2A and 23, anaudio video modulator (AVM) 50 is connected to the MRMs 40, as well as anumber of other inputs and outputs. The AVM 50 illustratively receivesinputs from an external camera 52, as well as one or more other videosources 54, such as videotape sources, and receives signal inputs fromone or more audio sources 56 which may also be prerecorded, for example.A PA keyline input and PA audio input are provided for public addressand video address override. Audio for any receiver along with anassociated keyline are provided as outputs from the MRM so that theaudio may be broadcast over the cabin speaker system, for example, aswill also be appreciated by those skilled in the art. In the illustratedembodiment, a control panel 51 is provided as part of the AVM 50. Thecontrol panel 51 not only permits control of the system, but alsodisplays pertinent system information and permits various diagnostic ormaintenance activities to be quickly and easily performed.

The AVM 50 is also illustratively coupled to a ground data link radiotransceiver 57, such as for permitting downloading or uploading of dataor programming information. The AVM 50 is also illustratively interfacedto an air-to-ground telephone system 58 as will be appreciated by thoseskilled in the art.

The AVM 50 illustratively generates a number of NTSC video outputs whichmay be fed to one or more retractable monitors 61 spaced throughout thecabin. Power is preferably provided by the aircraft 400 Hz AC powersupply as will also be appreciated by those skilled in the art. Ofcourse, in some embodiments, the retractable monitors may not be needed.

The MRMs 40 may perform system control, and status monitoring. An RFdistribution assembly (RDA) 62 can be provided to combine signals from anumber of MRMs, such as four, for example. The RDA 62 combines the MRMRF outputs to create a single RF signal comprising up to 48 audio/videochannels, for example. The RDA 62 amplifies and distributes thecomposite RF signal to a predetermined number of zone cable outputs.Eight zones are typical for a typical narrow-body single-aisle aircraft31. Depending on the aircraft, not all eight outputs may be used. Eachcable will serve a zone of seatgroups 65 in the passenger cabin.

Referring now more specifically to the lower portion of FIG. 2B and alsoto FIG. 3, distribution of the RF signals and display of video to thepassengers is now further described. Each zone cable 41 feeds the RFsignal to a group of contiguous seatgroups 65 along either the right orlefthand side of the passenger aisle. In the illustrated embodiment, theseatgroup 65 includes three side-by-side seats 66, although this numbermay also be two for other types of conventional narrow-body aircraft.

The distribution cables 41 are connected to the first SEB 45 in eachrespective right or left zone. The other SEBs 45 are daisy-chainedtogether with seat-to-seat cables. The zone feed, and seat-to-seatcables preferably comprise an RF audio-video coaxial cable, a 400 cyclepower cable, and RS 485 data wiring.

For each seat 66 in the group 65, the SEB 45 tunes to and demodulatesone of the RF modulated audio/video channels. The audio and video areoutput to the passenger video display units (VDUs) 68 and headphones 70,respectively. The tuner channels are under control of the passengercontrol unit (PCU) 71, typically mounted in the armrest of the seat 66,and which also carries a volume control.

Each VDU 68 may be a flat panel color display mounted in the seatback.The VDU 68 may also be mounted in the aircraft bulkhead in otherconfigurations as will be appreciated by those skilled in the art. TheVDU 68 will also typically include associated therewith a user paymentcard reader 72. The payment card reader 72 may be a credit card reader,for example, of the type that reads magnetically encoded informationfrom a stripe carried by the card as the user swipes the card through aslot in the reader as will be appreciated by those skilled in the art.In some embodiments, the credit card data may be processed on theaircraft to make certain processing decisions relating to validity, suchas whether the card is expired, for example. As described in greaterdetail below, the payment card reader 72 may also be used as the singleinput required to activate the system for enhanced user convenience.

Having now generally described the major components of the in-flightentertainment system 30 and their overall operation, the description nowis directed to several important features and capabilities of the systemin greater detail. One such feature relates to flexibility orupgradability of the system as may be highly desirable for many airlinecarriers. In particular, the system 30 is relatively compact andrelatively inexpensive so that it can be used on narrow-body aircraft31, that is, single-aisle aircraft. Such narrow-body aircraft 31 are insharp contrast to wide-body aircraft typically used on longer overseasflights and which can typically carry greater volumes and weight. Thenarrow-body aircraft 31 are commonly used on shorter domestic flights

The system 30, for example, can be first installed to provide onlyaudio. In addition, the first class passengers may be equipped with seatback VDUs 68, while the coach section includes only aisle mounted videoscreens. The important aspect that permits upgradability is that thefull cable distribution system is installed initially to thereby havethe capacity to handle the upgrades. In other words, the presentinvention permits upgrading and provides reconfiguration options to theair carrier for an in-flight entertainment system and while reducingdowntime for such changes.

The cable distribution system is modeled after a conventional groundbased cable TV system in terms of signal modulation, cabling, drops,etc. Certain changes are made to allocate the available channels, suchas forty-eight, so as not to cause potential interference problems withother equipment aboard the aircraft 31 as will be appreciated by thoseskilled in the art. In addition, there are basically no activecomponents along the cable distribution path that may fail, for example.The cable distribution system also includes zones of seatgroups 66. Thezones provide greater robustness in the event of a failure. The zonescan also be added, such as to provide full service throughout the cabin.

Referring now additionally to the flow chart of FIG. 4, a method forinstalling and operating an aircraft in-flight entertainment system inaccordance with the invention is now described. After the start (Block80), the method preferably comprises installing at least oneentertainment source on the aircraft at Block 82. The entertainmentsource may include a satellite TV source, such as provided by the DESantenna system 35 and MRMs 40 described above. The method at Block 84also preferably includes installing a plurality of spaced apart signaldistribution devices, each generating audio signals for at least onepassenger in an audio-only mode, and generating audio and video signalsto at least one passenger in an audio/video mode. These devices may bethe SEBs 45 described above as will be readily appreciated by thoseskilled in the art. The SEBs 45 include the capability for both audioand video when initially installed to thereby provide the flexibilityfor upgrading.

At Block 86 the cable network is installed on the aircraft 31 connectingthe at least one entertainment source to the signal distributiondevices. In other words, the MRMs 40 are connected to the SEBs 45 in thevarious equipped zones throughout the aircraft 31. Operating theaircraft in-flight entertainment system 30 at Block 88 with at least onepredetermined signal distribution device in the audio-only mode, permitsinitial weight and cost savings since the VDUs 68, for example, may notneed to be initially installed for all passengers as will be appreciatedby those skilled in the art. For example, a carrier may initially decideto equip first class passengers with both video and audio entertainmentoptions, while coach passengers are initially limited to audio only.Hence, the cost of the VDUs 68 for the coach passengers is initiallydeferred.

Installing the cabling 41 and SEBs 45 at one time will result insubstantial time and labor savings as compared to a piecemeal approachto adding these components at a later time as needed. Accordingly,should an upgrade be desired at Block 90, this may be readilyaccomplished by connecting at least one VDU 68 to the at least onepredetermined signal distribution device, or SEB 45, to operate in theaudio/video mode and while leaving the cable network unchanged (Block92). Accordingly, the downtime experienced by air carrier is greatlyreduced over other systems which require significant recabling and otherdifficult equipment installation operations for upgrading. The method isparticularly advantageous for a single-aisle narrow-body aircraft 31 asshown in the illustrated embodiment, where cost effectiveness and lowweight are especially important.

As noted above, the entertainment source may preferably comprise a DBSreceiver. The step of later upgrading may further comprise leaving theat least one predetermined signal distribution device, such as the SEB45, unchanged. The step of installing the cable network 41 may compriseinstalling coaxial cable, power cable and data cable throughout theaircraft as also described above. The step of later upgrading mayinclude installing at least one VDU 68 in the aircraft 31, such as onbacks of passenger seats 66.

Of course, the aircraft 31 in some embodiments may include differentseating classes as will be appreciated by those skilled in the art.Accordingly, another important aspect of the invention relates tooffering different entertainment services based upon the differentseating classes at Block 94. In addition, the different seating classesmay be reconfigurable, and the step of reconfiguring offeredentertainment services may then be based upon reconfiguring of theseating classes. The offering of different entertainment services maycomprise offering different packages of television channels, forexample. In addition, the step of offering different entertainmentservices may comprise offering audio-only and audio/video modes ofoperation based upon seating classes.

Yet another aspect of the invention relates to a method for operating anaircraft in-flight entertainment system 30 for an aircraft 31 whenseating classes are reconfigured. Continuing down the flowchart of FIG.4, this aspect of the method preferably comprises determining whether areconfiguration is desired at Block 96, and reconfiguring offeredentertainment services based upon reconfiguring of the seating classesat Block 98 before stopping at Block 100. For example, the step ofoffering different entertainment services may include offering differentpackages of television channels. Alternatively, the step of offeringdifferent entertainment services may comprise offering audio-only andaudio/video modes of operation based upon seating classes. In eithercase, the reconfiguring can be readily accomplished using the existingcable distribution network 41 and distribution devices, that is, SEBs 45as will be appreciated by those skilled in the art.

The various upgrading and reconfiguring aspects of the in-flightentertainment system 30 can be performed in a reverse sequence than thatillustrated in FIG. 4 and described above. Of course, the upgrade stepsmay be practiced without the later reconfiguring steps as will beappreciated by those skilled in the art.

To further illustrate the method aspects, the flowchart of FIG. 5 isdirected to the subset of offering different services and laterreconfiguring those services based upon reconfiguring seating. Moreparticularly, from the start (Block 110), the in-flight entertainmentsystem 30 is installed at Block 112 and operated (Block 114) offeringdifferent services based upon seating class, such as offering video tofirst class passengers, and offering only audio to non-first classpassengers. If it is determined that the seating should be reconfiguredat Block 116, then the in-flight entertainment system 30 can be readilyreconfigured at Block 118 before stopping (Block 120).

Turning now additionally to FIGS. 6 and 7, advantages and features ofthe antenna system 35 are now described in greater detail. The antennasystem 35 includes an antenna 136 which may be positioned or steered byone or more antenna positioners 138 as will be appreciated by thoseskilled in the art. In addition, one or more position encoders 141 mayalso be associated with the antenna 136 to steer the antenna to therebytrack the DBS satellite or satellites 33. Of course, a positioning motorand associated encoder may be provided together within a common housing,as will also be appreciated by those skilled in the art. In accordancewith one significant advantage of the present invention, the antenna 136may be steered using received signals in the relatively wide bandwidthof at least one DBS transponder.

More particularly, the antenna system 35 includes an antenna steeringcontroller 142, which, in turn, comprises the illustrated fulltransponder bandwidth received signal detector 143. This detector 143generates a received signal strength feedback signal based upon signalsreceived from the full bandwidth of a DBS transponder rather than asingle demodulated programming channel, for example. Of course, in otherembodiments the same principles can be employed for other classes ortypes of satellites than the DES satellites described herein by way ofexample.

In the illustrated embodiment, the detector 143 is coupled to the outputof the illustrated intermediate frequency interface (IFI) 146 whichconverts the received signals to one or more intermediate frequenciesfor further processing by the MRMs 40 as described above and as will bereadily appreciated by those skilled in the art. In other embodiments,signal processing circuitry, other than that in the IFI 146 may also beused to couple the received signal from one or more full satellitetransponders to the received signal strength detector 143 as will alsobe appreciated by those skilled in the art.

A processor 145 is illustratively connected to the received signalstrength detector 143 for controlling the antenna steering positioners138 during aircraft flight and based upon the received signal strengthfeedback signal. Accordingly, tracking of the satellite or satellites 33is enhanced and signal service reliability is also enhanced.

The antenna steering controller 142 may further comprise at least oneinertial rate sensor 148 as, shown in the illustrated embodiment, suchas for roll, pitch or yaw as will be appreciated by those skilled in theart. The rate sensor 148 may be provided by one or more solid stategyroscopes, for example. The processor 145 may calibrate the rate sensor148 based upon the received signal strength feedback signal.

The illustrated antenna system 35 also includes a global positioningsystem (GPS) antenna 151 to be carried by the aircraft fuselage 32. Thismay preferably be provided as part of an antenna assembly package to bemounted on the upper portion of the fuselage. The antenna assembly mayalso include a suitable radome, not shown, as will be appreciated bythose skilled in the art. The antenna steering controller 142 alsoillustratively includes a GPS receiver 152 connected to the processor145. The processor 145 may further calibrate the rate sensor 148 basedupon signals from the GPS receiver as will be appreciated by thoseskilled in the art.

As will also be appreciated by those skilled in the art, the processor145 may be a commercially available microprocessor operating understored program control. Alternatively, discrete logic and other signalprocessing circuits may be used for the processor 145. This is also thecase for the other portions or circuit components described as aprocessor herein as will be appreciated by those skilled in the art. Theadvantageous feature of this aspect of the invention is that the full orsubstantially full bandwidth of the satellite transponder signal isprocessed for determining the received signal strength, and thisprovides greater reliability and accuracy for steering the antenna 136.

Another advantage of the antenna system 35 is that it may operateindependently of the aircraft navigation system 153 which isschematically illustrated in the lower righthand portion of FIG. 6. Inother words, the aircraft 31 may include an aircraft navigation system153, and the antenna steering controller 142 may operate independentlyof this aircraft navigation system. Thus, the antenna steering mayoperate faster and without potential unwanted effects on the aircraftnavigation system 153 as will be appreciated by those skilled in theart. In addition, the antenna system 35 is also particularlyadvantageous for a single-aisle narrow-body aircraft 31 where costeffectiveness and low weight are especially important.

Turning now additionally to FIG. 8, another embodiment of the antennasystem 35′ is now described which includes yet further advantageousfeatures. This embodiment is directed to functioning in conjunction withthe three essentially collocated geostationary satellites for theDIRECTV® DM service, although the invention is applicable in othersituations as well. For example, the DIRECTV® satellites may bepositioned above the earth at 101 degrees west longitude and spaced 0.5degrees from each other. Of course, these DIRECTV® satellites may alsobe moved from these example locations, and more than three satellitesmay be so collocated. Considered in somewhat broader terms, thesefeatures of the invention are directed to two or more essentiallycollocated geostationary satellites. Different circular polarizationsare implemented for reused frequencies as will be appreciated by thoseskilled in the art.

In this illustrated embodiment, the antenna 136′ is a multi-beam antennahaving an antenna boresight (indicated by reference B), and alsodefining right-hand circularly polarized (RHCP) and left-hand circularlypolarized (LHCP) beams (designated RHCP and LHCP in FIG. 8) which areoffset from the antenna boresight. Moreover, the beams RHCP, LHCP areoffset from one another by a beam offset angle α which is greatlyexaggerated in the figure for clarity. This beam offset angle α is lessthan the angle ß defined by the spacing defined by the satellites 33 a,33 b. The transponder or satellite spacing angle ß is about 0.5 degrees,and the beam offset angle α is preferably less than 0.5 degrees, and maybe about 0.2 degrees, for example.

The beam offset angle provides a squinting effect and which allows theantenna 136′ to be made longer and thinner than would otherwise berequired, and the resulting shape is highly desirable for aircraftmounting as will be appreciated by those skilled in the art. Thesquinting also allows the antenna to be constructed to have additionalsignal margin when operating in rain, for example, as will also beappreciated by those skilled in the art.

The multi-beam antenna 136′ may be readily constructed in a phased arrayform or in a mechanical form as will be appreciated by those skilled inthe art without requiring further discussion herein. Aspects of similarantennas are disclosed in U.S. Pat. No. 4,604,624 to Amitay et al.; U.S.Pat. No. 5,617,108 to Silinsky et al.; and U.S. Pat. No. 4,413,263 alsoto Amitay et al.; the entire disclosures of which are incorporatedherein by reference.

The processor 145′ preferably steers the antenna 136′ based uponreceived signals from at least one of the RHCP and LHCP beams which areprocessed via the IFI 146′ and input into respective received signalstrength detectors 143 a, 143 b of the antenna steering controller 142′.In one embodiment, the processor 145′ steers the multi-beam antenna 136′based on a selected master one of the RHCP and LHCP beams and slaves theother beam therefrom.

In another embodiment, the processor 145′ steers the multi-beam antenna136′ based on a predetermined contribution from each of the RHCP andLHCP beams. For example, the contribution may be the same for each beam.In other words, the steering or tracking may such as to average thereceived signal strengths from each beam as will be appreciated by thoseskilled in the art. As will also be appreciated by those skilled in theart, other fractions or percentages can also be used. Of course, theadvantage of receiving signals from two different satellites 33 a, 33 bis that more programming channels may then be made available to thepassengers.

The antenna system 35′ may also advantageously operate independent ofthe aircraft navigation system 153′. The other elements of FIG. 8 areindicated by prime notation and are similar to those described abovewith respect to FIG. 6. Accordingly, these similar elements need nofurther discussion.

Another aspect of the invention relates to the inclusion of adaptivepolarization techniques that may be used to avoid interference fromother satellites. In particular, low earth orbit satellites (LEOS) areplanned which may periodically be in position to cause interference withthe signal reception by the in-flight entertainment system 30. Adaptivepolarization techniques would also be desirable should assigned orbitalslots for satellites be moved closer together.

Accordingly, the processor 145′ may preferably be configured to performadaptive polarization techniques to avoid or reduce the impact of suchpotential interference. Other adaptive polarization techniques may alsobe used. Suitable adaptive polarization techniques are disclosed, forexample, in U.S. Pat. No. 5,027,124 to Fitzsimmons et al; U.S. Pat. No.5,649,318 to Lusignan; and U.S. Pat. No. 5,309,167 to Cluniat et al. Theentire disclosures of each of these patents is incorporated herein byreference. Those of skill in the art will readily appreciate theimplementation of such adaptive polarization techniques with thein-flight entertainment system 30 in accordance with the presentinvention without further discussion.

Other aspects and advantages of the in-flight entertainment system 30 ofthe present invention are now explained with reference to FIGS. 9-11.The system 30 advantageously incorporates a number of self-test ormaintenance features. As will be appreciated by those skilled in theart, the maintenance costs to operate such a system 30 could besignificantly greater than the original purchase price. Accordingly, thesystem 30 includes test and diagnostic routines to pinpoint defectiveequipment. In particular, the system 30 provides the graphicalrepresentation of the aircraft seating arrangement to indicate class ofservice, equipment locations, and failures of any of the variouscomponents to aid in maintenance.

As shown in FIG. 9, the system 30 includes a control panel display 51,and a processor 160 connected to the control panel display. The controlpanel display 51 and processor 160 may be part of the AVM 50 (FIG. 1),but could be part of one or more of the MRMs 40 (FIG. 1), or part ofanother monitoring device as will be appreciated by those skilled in theart. The control panel display 51 may be touch screen type displayincluding designated touch screen input areas 163 a-163 d to also acceptuser inputs as would also be appreciated by those skilled in the art.

More particularly, the processor 160 generates a seating layout image170 of the aircraft on the control panel display 51 with locations ofthe signal distribution devices located on the seating layout image.These locations need not be exact, but should be sufficient to directthe service technician to the correct left or right side of thepassenger aisle, and locate the seatgroup and/or seat location for thedefective or failed component. In addition, the locations need not beconstantly displayed; rather, the location of the component may only bedisplayed when service is required, for example.

The processor 160 also preferably generates information relating tooperation of the signal distribution devices on the display. The signaldistribution devices, for example, may comprise demodulators (SEBs 45),modulators (MRMs 40), or the video passenger displays (VDUs 68), forexample. Accordingly, a user or technician can readily determine afaulty component and identify its location in the aircraft.

As shown in the illustrated embodiment of FIG. 9, the representativeinformation is a failed power supply module of the #4 SEB of zone 5. InFIG. 10, the information is for a failed #4 MRM. This information isillustratively displayed in text with an indicator pointing to thelocation of the device. In other embodiments, a flashing icon or changeof color could be used to indicate the component or signal distributiondevice requiring service as will be appreciated by those skilled in theart.

This component mapping and service needed feature of the invention canbe extended to other components of the system 30 as will be readilyappreciated by those skilled in the art. For example, the processor 160may further generate information relating to operation of theentertainment source, such as the DBS receiver, or its antenna as shownin FIG. 11. Again, the technician may be guided to the location of thefailed component from the seat image layout 170.

Returning again briefly to FIG. 9, another aspect of the inventionrelates to display of the correct seating layout 170 for thecorresponding aircraft 31. As shown, the display 51 may also include anaircraft-type field 171 that identifies the particular aircraft, such asan MD-80. The corresponding seating layout data can be downloaded to thememory 162 or the processor 160 by a suitable downloading device, suchas the illustrated laptop computer 161. In other embodiments, theprocessor 160 may be connected to a disk drive or other data downloadingdevice to receive the seat layout data.

The seat layout data would also typically include the data for thecorresponding locations of the devices installed as part of thein-flight entertainment system 30 on the aircraft as will be appreciatedby those skilled in the art. Accordingly, upgrades or changes in thesystem 30 configuration may thus be readily accommodated.

Another aspect of the invention relates to a soft failure mode and isexplained with reference to FIGS. 12 and 13. A typical DES systemprovides a default text message along the lines “searching forsatellite” based upon a weak or missing signal from the satellite. Ofcourse, an air traveler may become disconcerted by such a message, sincesuch raises possible questions about the proper operation of theaircraft. In other systems, a weak received signal may cause thedisplayed image to become broken up, which may also be disconcerting tothe air traveler.

The system 30 as shown in FIG. 12 of the present invention includes aprocessor 175 which may detect the undesired condition in the form of aweak or absent received signal strength, and cause the passenger videodisplay 68 to display a substitute image. More particularly, theprocessor 175 may be part of the AVM 50 as described above, could bepart of another device, such as the MRM 40, or could be a separatedevice.

The processor 175 illustratively includes a circuit or portion 176 fordetermining a weak received signal strength as will be appreciated bythose skilled in the art. Suitable circuit constructions for the weakreceived signal strength determining portion or circuit 176 will bereadily appreciated by those skilled in the art, and require no furtherdiscussion herein. The threshold for the weak received signal strengthdetermining portion or circuit 176 can preferably be set so as totrigger the substitute image before substantial degradation occurs, orbefore a text default message would otherwise be triggered, depending onthe satellite service provider, as would be appreciated by those skilledin the art. In addition, the substitute image could be triggered for asingle programming channel upon a weakness or loss of only that singleprogramming channel, or may be generated across the board for allprogramming channels as will be readily appreciated by those skilled inthe art.

In the illustrated system 30 of FIG. 12, a substitute image storagedevice 178 is coupled to the processor 175. This device 178 may be adigital storage device or a video tape player, for example, for causingthe passenger video display 68 to show a substitute image. For example,the image could be a text message, such as “LiveTV™ Service TemporarilyUnavailable, Please Stand By”. Of course, other similar messages orimages are also contemplated by the invention, and which tend to behelpful to the passenger in understanding a loss of programming servicehas occurred, but without raising unnecessary concern for the properoperation of the aircraft 31 to the passenger.

This concept of a soft failure mode, may also be carried forward orapplied to a component malfunction, for example. As shown in the system30′ of FIG. 13, a component malfunctioning determining portion orcircuit 177′ is added to the processor 175′ and can be used incombination with the weak received signal strength determining portion176′. Of course, in other embodiments the malfunction determiningcircuit portion 177′ could be used by itself. Again, rather than have adisconcerting image appear on the passenger's video display 68′, asubstitute image may be provided. Those of skill in the art willappreciate that the weak received signal strength and componentmalfunction are representative of types of undesired conditions that thepresent system 30 may determine and provide a soft failure mode for. Theother elements of FIG. 13 are indicated by prime notation and aresimilar to those described above with respect to FIG. 12. Accordingly,these similar elements need no further discussion.

Yet another advantageous feature of the invention is now explained withreference to FIG. 14. Some commercial aircraft provide, on a commoncabin display or overhead monitor, a simulated image of the aircraft asit moves across a map between its origin and destination. The image mayalso include superimposed data, such as aircraft position, speed,heading, altitude, etc. as will be appreciated by those skilled in theart.

The in-flight entertainment system 30 of the invention determines orreceives the aircraft position during flight and generates a moving mapimage 195 of the aircraft as a flight information video channel. Variousflight parameters 196 can also be displayed along with the moving mapimage 195. This flight information channel is offered along with the DBSprogramming channels during aircraft flight. In the illustratedembodiment, the passenger may select the flight information channel tobe displayed on the passenger video display 68 using the passengercontrol unit (PCU) 71 which is typically mounted in the armrest asdescribed above. In other words, the flight information channel isintegrated along with the entertainment programming channels from theDBS system.

As shown in the illustrated embodiment, the moving map image 195including other related text, such as the flight parameters 196, may begenerated by the illustrated AVM 50 and delivered through the signaldistribution network 41 to the SEB 45. Since the antenna steeringcontroller 142 (FIG. 6) includes circuitry for determining the aircraftposition, etc., these devices may be used in some embodiments forgenerating the moving map image as will be appreciated by those skilledin the art.

For example, the GPS receiver 152 and its antenna 151 can be used todetermine the aircraft position. The GPS receiver 152 is also used tosteer the antenna in this embodiment. In other embodiments a separateGPS receiver may be used as will be appreciated by those skilled in theart. As will also be appreciated by those skilled in the art, theinertial rate sensor(s) 148 of the antenna steering controller 142 mayalso be used in some embodiments for generating flight information.

The processor 190 illustratively includes a parameter calculator 191 forcalculating the various displayed flight parameters 196 from theposition signal inputs as will be appreciated by those skilled in theart. For example, the parameter calculator 191 of the processor 190 maydetermine at least one of an aircraft direction, aircraft speed andaircraft altitude for display with the map image. Information may alsobe acquired from other aircraft systems, such as an altimeter 197, forexample, as will be appreciated by those skilled in the art. Also, theillustrated embodiment includes a map image storage device 192 which mayinclude the various geographic maps used for the moving map image 195.

Weather information may also be added for display along with the movingmap image 195. Further details on the generation and display of movingmap images may be found in U.S. Pat. No. 5,884,219 to Curtwright et al.and U.S. Pat. No. 5,992,882 to Simpson et al., the entire disclosures ofwhich are incorporated herein by reference.

Referring now briefly additionally to FIG. 15, another embodiment of thesystem 30′ including the capability to display a flight informationchannel among the offered DBS or satellite TV channels is now described.In this embodiment, a moving map image generator 198′ is added as aseparate device. In other words, in this embodiment, the flight channelsignal is only carried through the distribution cable network 41′ anddelivered via the SEB 45′ to the passenger video display 68′, and thereis no interface to the components of the antenna steering controller 142as in the embodiment described with reference to FIG. 14. In thisembodiment, the moving map image generator 198′ may include its ownposition determining devices, such as a GPS receiver. Alternatively, themoving map image generator 198′ may also receive the position data oreven the image signal from a satellite or terrestrial transmitter.

Another aspect of the invention relates to an in-flight entertainment(IFE) system 300 comprising registration circuitry 302 for identifying alocation of each SEB 345 a-345 n within the aircraft, as illustrated inFIG. 16. The IFE system 300 comprises a plurality of seat electronicboxes (SEBs) 345 a-345 n spaced throughout the aircraft, with each SEBbeing configurable for passing a registration token along to an adjacentSEB. The SEBs are arranged from a first SEB 345 a to a last SEE 345 n.Cabling 341 connects the SEBs 345 a-345 n together in a daisy chainconfiguration. In addition, video display units (VDUs) 347 and passengercontrol units (PCUs) 371 for the passengers are connected to the SEBs345 a-345 n. In the illustrated embodiment, each SEB supports threepassengers.

The registration circuitry 302 is carried by a headend unit 320, and isconnected to the cabling 341 for identifying a location of each SEB 345a-345 n based upon passing of the registration token among the pluralityof SEBs. The registration circuitry 302 includes a control panel display304, a processor 306 connected to the control panel display, and amemory 308 connected to the processor.

The registration circuitry 302 may be a standalone unit, or it may bepart of the other electronic equipment on-board the aircraft. Forinstance, the illustrated headend unit 320 may also include anaudio/video modulator (AVM) 350, at least one multi-channelreceiver/modulator (MRM) 340 and an RF distribution assembly (RDA) 362as discussed above. This electronic equipment interfaces between anentertainment source 330 and the cabling 341. Instead of a standaloneunit, the registration circuitry 302 may be part of the AVM 350, the MRM340 or the RDA 362 as will be appreciated by those skilled in the art.

The processor 306 displays on the control panel display 304 the seatinglayout image of the aircraft with respective locations of each SEB 345a-345 n, and generates information relating to registration of the SEBs.Data related to the seating layout image of the aircraft is stored inthe memory 308, which may be separate from the processor 306.Alternatively, the memory 308 may be embedded within the processor 306.The corresponding seating layout data can be downloaded to the memory308 by a suitable downloading device, such as a laptop computer 338. Thelocations of the SEBs 345 a-345 n need not be exact, but should besufficient to communicate to the service technician where on theaircraft each registration SEB is located, i.e., on the left or rightside of the passenger aisle, and the seat group and/or seat location ofeach registered SEB.

In the control panel display 304, the locations of the registered SEBs345 a-345 n need not be constantly displayed. The location of the SEBs345 a-345 n need only be displayed when registration is being performed.Information relating to registration of the SEBs 345 a-345 n may be intabular form in lieu of a seating layout image of the aircraft, as willalso be appreciated by those skilled in the art.

Referring now additionally to the flowchart of FIG. 17, a method forregistering the plurality of SEBs 345 a-345 n for the aircraft IFEsystem 300 will be discussed. From the start (Block 352), the methodinitially comprises connecting the plurality of SEBs 345 a-345 ntogether in a daisy chain configuration using cabling 341 at Block 354,with each SEB being configurable for passing a registration token alongto an adjacent SEB.

A broadcast command is sent at Block 356 from the registration circuitry302 to the SEBs 345 a-345 n for clearing any existing registrations. Theprocessor 306 then polls each SEB 345 a-345 n at Block 358 to determinethe first SEB 345 a, and a response is received from the first SEB. Itis necessary to determine the first SEB 345 a within the sequence of theSEBs as defined by the daisy chain configuration. The first SEB 345 athus becomes a known point of reference for continuing the registrationprocess.

In other words, the processor 306 matches the known point of referencewith respect to the seating layout image of the aircraft stored withinthe memory 308. For example, the first SEB 345 a may be located in thefirst row on the left hand side of the passenger aisle. Alternatively,the first SEB 345 a may be located in the last row on the right handside of the passenger aisle, for example.

When the SEBs 345 a-345 n are polled at Block 358 to determine the firstSEB 345 a, a serial protocol may be used. The serial protocol may be anRS-485 serial protocol, for example. Of course, other protocols may beused. For instance, an Ethernet network may be used as readilyappreciated by those skilled in the art. The registration token isactive within the first SEB 345 a via a ground pin 346 connected toground. The ground pin 346 may be connected to the ground associatedwith the cabling 341.

As part of the polling process, the registration circuitry 302 sends abroadcast “electronic registration token” request command to all of theSEBs 345 a-345 n. The SEB having the registration token responds with a“registration token acknowledgement” response that contains itscorresponding serial number. The electronic registration token is anelectronic flag that provides a way of identifying the physical locationof the SEB being interrogated. When active, the electronic registrationflag or token signal indicates that any SEB is the next sequentiallyordered SEB in the chain to be registered by the registration circuitry302.

Since any previous registrations of the SEBs 345 a-345 n have beencleared in Block 356, the first active registration token signal to bedetected is associated with the first SEB, which in the illustratedexample is SEB 345 a. This SEB 345 a is the first SEB because it is theonly one with an active token signal due to its ground pin 346 beinggrounded to the cabling 341. The registration circuitry 302 determinesthe corresponding row number and aircraft side based on the fact thatthe location of the first SEB is predetermined.

Once the registration circuitry 302 receives a response from the firstSEB 345 a, the registration circuitry sends registration confirmation tothe first SEB and the electronic registration token is passed to thenext sequentially ordered SEB 345 b in the daisy chain in the directionfrom the first SEB to the last SEB 345 n at Block 360. At Block 364, theSEBs 345 a-345 n are polled for the next sequentially ordered SEB havingthe registration token, and a response is received from the SEE havingthe registration token. The sending of registration confirmation and thepolling for the next sequentially ordered SEB are repeated at Block 366until a last sequentially ordered SEB 345 n has been registered. Oncethe last SEB 345 n has been registered, the method ends at Block 368.

During the registration process, all SEBs 345 a-345 n without theregistration token ignore the polling command, i.e., they do notrespond. Registration includes adding the serial number, row number, andaircraft side of each SEE to a database stored in the memory 308. Theregistration circuitry 302 determines the row number and aircraft sideof the responding SEE based on the known location of the first SEB 345a, and from which the responding SEB received the token signal.

As described above, a ground or selection pin 346 is used in theautomatic registration sequence as a way for the registration circuitry302 to electronically locate the first SEB 345 a and begin the automaticregistration sequence. The SEBs 345 a-345 n are typically divided intozones, with each zone including a set of SEBs. In an alternativeembodiment, each set of SEBs (within a zone) has its own first SEB.Consequently, the first SEB in each zone has a plurality of pinsassociated therewith, and the plurality of pins are grounded torepresent a distinct number for identifying a first SEB in one zone froma first SEB in a different zone. The registration token is still passedwithin each zone, as well as being passed from zone to zone as part ofthe registration process. In addition, a ground pin may be used toidentify which side of the aircraft the equipment is on.

In another embodiment, the ground pin 346 may be eliminated. In thisembodiment, the controls of a corresponding PCU 371 may be manuallyactivated to allow the registration circuitry 302 to electronicallylocate the first SEB 345 a and begin the automatic registrationsequence.

As noted above, manual and semi-automated processes for registering theSEBs 345 a-345 n require maintenance personnel to operate thecorresponding PCUs 371 in sequence during the registration process.Operation of several PCUs 371 may be a time-intensive and complexprocess. Registration of SEBs 345 a-345 n in accordance with the presentinvention advantageously eliminates the need for maintenance personnelto operate the PCUs 371, and thus simplifies the registration process.

As a result of the reduced time necessary for registering all of theSEBs 345 a-345 n, individual SEBs and other components of IFE system 300can be repaired and/or replaced quickly during short aircraft layovers,thereby reducing the time necessary to service the IFE system. Thisreduced repair time helps to increase both the availability and thereliability of the IFE system 300.

Turning now additionally to FIG. 18, another feature of the presentinvention is directed to an in-flight entertainment (IFE) system 400receiving live audio broadcasts from a satellite 433. The IFE system 400includes a headend unit 402 and a plurality of seat electronic boxes(SEBs) 445 spaced throughout the aircraft. The headend unit 402comprises a plurality of digital satellite radio receivers 404. A localarea network (LAN) 441 connects the digital satellite radio receivers404 to the plurality of SEBs 445 for providing digital satellite radiosignals thereto. Instead of a plurality of digital satellite radioreceivers 404 in the headend unit 402, there may be one digitalsatellite radio receiver for providing the desired channels.

In lieu of an aircraft, the entertainment system receiving live audiobroadcasts from a satellite 433 is also applicable to an area other thanan aircraft. The area, which may be a building or office complex forexample, may be divided into a plurality of zones and each electronicbox is within a respective zone.

The LAN 441 preferably comprises an Ethernet network, which may beconfigured by a twisted pair wire, a coaxial cable or a fiber opticcable. The LAN 441 may be a wired LAN as illustrated, or a wireless LANas illustrated in FIG. 19, or a combined wired/wireless interface. Inthe wireless LAN, the headend unit 402′ includes a radio module and anantenna 449′ connected thereto for providing the digital satellite radiosignals to the SEBs 445′. Each SEB 445′ has an antenna 448′ associatedtherewith for receiving the digital satellite radio signals. Thewireless LAN is based upon the 802.11 protocol, for example, and eachSEB 445′ has a different address associated therewith, as readilyunderstood by those skilled in the art.

The digital satellite radio receivers 402 are connected to an antenna436 receiving the digital satellite radio signals, and are compatiblewith at least one of a variety of digital satellite radio satellites433, such as a Sirius radio satellite, an XM radio satellite or aWorldSpace satellite, for example. For purposes of illustrating thepresent invention, the XM radio satellite will be used as an example.The XM radio satellite transmits 101 channels of digital satellite radiosignals within the frequency range of 2.33 to 2.34 GHz. Since eachdigital satellite radio receiver 404 supports 4 to 6 channels, the IFEsystem 400 typically comprises between 17 to 25 digital satellite radioreceivers. The digital satellite radio receivers 404 may be implementedas a chip set, as readily appreciated by those skilled in the art.

The headend unit 402 further comprises a processor 406 for receiving thedigital satellite radio signals from the digital satellite radioreceivers 404. The digital satellite radio signals are provided to theprocessor 406 via a bus 407. The processor 406 outputs the digitalsatellite radio signals to the LAN 441.

Transmission of the digital satellite radio signals on the LAN 441 isbased upon a uniform data protocol (UDP). Other protocol types may beused, but the UDP format advantageously allows the processor 406 tobroadcast the digital satellite radio signals to the SEBs 445 withouthaving to receive acknowledgments therefrom. Consequently, the headendunit 402 may be considered a dumb terminal.

In addition, the headend unit 402 further comprises a video server 430for providing streaming video to the LAN 441. The streaming video isalso based upon the UDP format. The streaming video advantageouslypermits passengers to view movies over the LAN 441, as will be discussedin greater detail below.

Depending on the size of the aircraft, passenger seating is preferablydivided into passenger seating zones, and each SEE 445 is within arespective passenger seating zone. For example, a narrow-body aircraftmay be divided into 8 passenger seating zones. To support the 8passenger seating zones, a multi-port input/output (I/O) switch 408interfaces between the processor 406 and the LAN 441.

The multi-port I/O switch 408 may be a 16 port switch, for example, witheach port being a dual input/output (I/O) port. The output of theprocessor 406 providing the digital satellite radio signals is connectedto one of the 16 I/O ports. Within the switch 408, the digital satelliteradio signals are routed to 8 other I/O ports, with each I/O portsupporting a respective passenger seating zone. If necessary, theremaining ports may be used to support additional passenger seatingzones on larger aircraft.

In addition, the output of the video server 430 is also connected to adifferent one of the 16 I/O ports. Within the I/O switch 408, thestreaming video is provided to each of the 8 I/O ports all readyreceiving the digital satellite radio signals. Consequently, the LAN 441provides both the streaming video and the digital satellite radiosignals to the SEBs 445 associated therewith.

Moreover, another one of the I/O ports may be used as a maintenance portfor downloading data to the IFE system 400. For example, movies may bedownloaded to the video server 430 via the maintenance port. A suitabledownloading device, such as the illustrated laptop computer 412, may beused. The maintenance port may also be used for uploading data from theIFE system 400, such as system diagnostic data or data associated withthe video server 430. Alternatively, one of the I/O ports may beconnected to a wireless data link 414, which may also be used foruploading/downloading data. The wireless data link 414 provides awireless communications link between the IFE system 400 and a centralcontrol network on the ground. The link may use a standard 802.11protocol or any other suitable protocol.

In the illustrated embodiment of an SEB 445 provided in FIG. 20, threepassengers are supported. More passengers may be supported depending onthe size of the aircraft. In particular, the SEB 445 includes a networkswitch 447 that interfaces with the LAN 441. The network switch 447advantageously permits the three passengers to simultaneously access theLAN 441. Alternatively, the network switch 447 may be a router, asreadily appreciated by those skilled in the art.

A network switch control processor 448 is connected to the networkswitch 447 for control thereof. The network switch 447 is considered asmart switch in the sense that it can prevent a passenger from “hacking”onto the LAN 441.

For instance, each passenger has the option of connecting a laptopcomputer 453 (for viewing the streaming video provided by the videosever 430) to an auxiliary output 451 on the SEB 445. The network switch447 prevents a passenger from flooding the LAN 441 with an excessiveamount of data resulting in the other passengers not being able toreceive the digital satellite radio signals or the streaming video. Thenetwork switch 447 thus makes the IFE system 400 more secure as comparedto the use of a hub or router.

In the aircraft, the auxiliary outputs 451 extend to the respectivearmrests of the passenger seating supported by the SEB 445. Theauxiliary output 451 provides an RJ-45 connector for interfacing withthe laptop computer 453. Processing of the streaming video is based uponthe laptop computer 453 executing the appropriate media player software,as readily appreciated by those skilled in the art.

Since each SEE 445 supports three passengers, there are three passengerprocessors 449. Each passenger processor 449 is used for decoding thedigital satellite radio signals. A respective passenger control unit(PCU) 471 is connected to each passenger processor 449, and permitspassenger selection of the digital satellite radio signals to bedecoded.

Each PCU 471 includes a set of control buttons, such as channel selectbuttons 460, volume select buttons 462 and category select buttons 464,as illustrated in FIG. 21. The PCU 471 also includes an alpha-numericdisplay 466 for displaying a limited amount of text to the passenger.The display 466 may be an LCD, for example.

The category select buttons 464 allow the passenger to scroll up or downthrough all available music categories provided by the digital satelliteradio satellite 433. These categories relate known entertainmentcategories such as rock, news, jazz, classical, country or decades. Textrelating to these categories is displayed to the passenger via the LCD466. Alternatively, text may be displayed on a video display unit (VDU)493 or on a laptop computer 453 connected to an auxiliary output 451.

Once the passenger selects a category, multiple channels relating to theselected category are provided from which the passenger may choose viathe channel select buttons 460. The channel select buttons 460 allow thepassenger to scroll up or down through all available audio channels. Thevolume select buttons 462 allow the passenger to adjust the volume atthe headset 470. In the aircraft, the headset jacks 480 extend to therespective armrests of the passenger seating supported by the SEB 445.

As noted above, the LCD 466 displays a limited amount of text that isinitially transmitted as part of the digital satellite radio signals.Additional or supplemental data may be stored in a memory 455 withineach SEB 445. This supplemental data is used to provide enhancedgraphics for certain audio channels. For example, if the passengerselects via the PCU 471 a sporting event, such as a football game, thenthe supplemental data may be a football field showing the names of thetwo teams in their respective end zones. A football icon may also bedisplayed on the football field to illustrate who has the ball, and whatyard line they are on. In addition, player statistics are provided, andthese statistics are updated as the game progresses.

To display the supplemental graphical data, a video display unit (VDU)493 other than the display 466 of the PCU 471 may be used. In thisembodiment of the invention, each passenger has a respective seatbackvideo display unit 493 in front of them. The video display unit 493 isalso connected to the passenger processor 449 (along with thecorresponding PCU 471) in the SEB 445.

The IFE system 400 may also include other entertainment sources. Forexample, the IFE system 400 may include a satellite television (TV)receiver 415 for generating a plurality of TV programming channels.Additional electronic equipment may be necessary for providing the TVprogramming channels to the LAN 441, as readily understood by thoseskilled in the art.

Each SEB 445 also comprises a headphone detection circuit 482 connectedto a corresponding headphone jack 480 and to a respective passengerprocessor 449. The headphone detection circuit 482 sets an audio volumeof the digital satellite radio signals to a predefined level whenremoval of the headphones 470 has been detected. This feature of theinvention advantageously prevents a new passenger from damaging theirhearing when first listening to the digital satellite radio signals if aprevious passenger had the volume turned up to loud. In addition, theheadphone detection circuit 482 may be used to detect a failure of theheadphones 470.

The headend unit 402 further comprises a public address (PA) circuit 450so that the pilot and/or the flight attendants can address thepassengers. The PA circuit 450 has a keyline input 452 for activatingthe PA circuit, and an audio input 454. The PA circuit 450 is connectedto the processor 406. When addressing the passengers, it is necessaryfor the PA circuit 450 to mute the audio signals being output to theSEBs 445. Consequently, the audio signals are muted within the I/Oswitch 408 in response to the keyline input 452 being selected.

The audio output from the PA circuit 450 is provided to the SEBs via apath 456 that is separate from the LAN 441. This configuration requiresthe passengers to have their headphones 470 plugged-in. Alternatively,the separate path may be connected to an overhead cabin speaker systeminstead of to the SEBs 445. Yet another approach for providing the audioto the passengers is to transmit the audio over the LAN 441.

The digital satellite radio signals may also be organized into channelmaps defining available audio channels to be selected by each respectivePCU 471. In other words, channel maps may be used to block certainchannels. For instance, selected premium channels may be blocked until apayment is made by the passenger. The desired channel maps may bedownloaded to the IFE system 400 via the maintenance port of the I/Oswitch 408 in the headend unit 402. The memory 455 in each SEB 445stores the channel maps.

The above discussion of the IFE system 400 receiving live audiobroadcasts from a satellite 433 is based upon the digital satelliteradio receivers 404 being collocated in the headend unit 402. Anotherembodiment of the IFE system 500 will now be discussed with reference toFIGS. 24-26. This particular embodiment is based upon the digitalsatellite radio receivers 502 being located in the SEBs 545. In otherwords, the digital satellite radio signals are down converted to abaseband signal at the SEBs 545 instead of at the headend unit 502.

The IFE system 500 comprises an antenna 536 for receiving the digitalsatellite radio signals, a receiver/intermediate frequency (IF) downconverter 504 is connected to the antenna 536 for down converting thedigital satellite radio signals to an intermediate frequency, and aplurality of SEBs 545 are spaced throughout the aircraft. Each SEB 545comprises at least one IF tuner 520. Cabling 541 connects thereceiver/IF down converter 504 to the plurality of SEBs 545 forproviding the digital satellite radio signals at the intermediatefrequency to each IF tuner 520. The cabling 541 comprises a coaxialcable, for example.

For purposes of illustrating this embodiment of the invention, theantenna 536 receives the digital satellite radio signals from an XMradio satellite 533 within the frequency range of 2.33 to 2.34 GHz. Thedigital satellite radio signals are passed to a first stage RF receiver,i.e., the receiver/IF down converter 504, for outputting the digitalsatellite radio signals at an IF of 2.0 MHz, for example. The digitalsatellite radio signals at the 2.0 MHz IF are passed to an IFdistribution unit 506.

The aircraft is divided into passenger seating zones and each IF tuner520 is within a respective passenger seating zone. The IF distributionunit 506 includes a plurality of outputs for outputting the digitalsatellite radio signals at the 2.0 MHz IF to the IF tuners 520 within arespective passenger seating zone. The IF distribution unit 506 alsoamplifiers the digital satellite radio signals for maintainingacceptable signal strength.

The illustrated IFE system 500 also includes a video server 530 forproviding video channels. The output of the video server 530 isconnected to a modulator 532 for modulating the video channels to anintermediate frequency for transmission over the cabling 541. In lieu ofthe video server 530 or in addition to it, a satellite TV receiver 515may be included to receive live TV programming channels. The output ofthe satellite TV receiver 515 is also connected to an IF down converter517 so that the programming channels can be transmitted over the cabling541.

A combiner 508 is used for sending the digital satellite radio signals,the video channels and the programming channels over the cabling 541.The combiner 508 has a first input for receiving the digital satelliteradio signals at the intermediate frequency from the IF distributionunit 506, and a second input for receiving the video channels from thevideo server 530, and a third input for receiving the programmingchannels from the satellite TV receiver 515. The combiner 508 has aplurality of outputs connected to the cabling 541 associated with thedifferent passenger seating zones.

To down load movies to the video server 530, a suitable downloadingdevice, such as the illustrated laptop computer 512, may be used. Thelaptop computer 512 may also be used for uploading data from the IFEsystem 500, such as system diagnostic data or data associated with thevideo server 530. Alternatively, a wireless data link 514 may also beused for uploading/downloading data.

The headend unit 502 further comprises a public address (PA) circuit 550so that the pilot and/or the flight attendants can address thepassengers. The PA circuit 550 has a PA keyline input 552 for activatingthe PA circuit, and a PA audio input 554. The PA circuit 550 isconnected to the combiner 508. When addressing the passengers, it isnecessary for the PA circuit 550 to mute the audio signals being outputto the SEBs 545. The audio output from the PA circuit 550 may beprovided to the SEBs 545 via the cabling 541 or via a separate path,such as an overhead speaker system, for example.

In the illustrated embodiment of an SEB 545 provided in FIG. 23, the SEBsupports three passengers. In particular, the SEB 545 includes an RFsplitter 547 connected to the cabling 541. The illustrated RF splitter547 includes 7 outputs. Of the 7 outputs, 3 outputs provide the videochannels/programming channels to the respective video/TV tuners 522, and3 outputs provide the digital satellite radio signals at the 2.0 MHz IFto the respective IF tuners 520.

The remaining output of the splitter 547 provides the combinedvideo/programming channels and digital satellite radio signals at the2.0 MHz IF (i.e., they are not split) to an amplifier 542. The amplifier542 amplifies the signals before passing them to an RF splitter 547 inan adjacent SEB 545 within the same passenger seating zone.Alternatively, each RF splitter 547 may be directly connected to thecabling 541.

A video display unit (VDU) 593 is connected to each video/TV tuner 522.The VDU 593 may be a seatback video display unit 493 in front of thepassenger. A respective on-screen display device 525 is between eachvideo/TV tuner 522 and a corresponding VDU 593. The on-screen displaydevice 525 is under the control of the processor 548 in the SEB 545, andgenerates text messages so that they may appear on the corresponding VDU593. The text messages may be generated by each on-screen display device525 in lieu of the output of the video/TV tuner 522 or may be overlaidupon the output of the associated tuner.

The processor 548 handles communication to and tuning of the video/TVtuners 522 and the IF tuners 520. The processor 548 also handlesoperation of the control buttons on the PCUs 571 and the output text tothe VDUs 593 via the on-screen display units 525. A memory 549 isconnected to each processor 548, and serves as a local storage forinformation specifically relating to its associated SEB 545. Thisinformation may include hardware status information pertaining to eachspecific PCU 571 and VDU 593 connected to the processor 548, and thechannel map generated by the headend unit 502.

Each PCU 571 is a dual use device because it can operate in a video modefor controlling the video/TV tuner 522 and in an audio mode forcontrolling the IF tuner 520. Each SEB 545 also comprises at least oneauxiliary output 551 for providing the video channels to at least oneexternal display. The external display may be a laptop computer 553, forexample.

The output of each IF tuner 520 performs a D/A conversion for convertingthe digital output of the tuners to an analog signal suitable fordriving a standard headset 570. There is a corresponding headphonedetection circuit 582 connected between an IF tuner 520 and itsassociated headset jack 580. The headphone detection circuit 582 allowsthe processor 548 to set an audio volume of the audio signals to apredefined level when removal of the headphones 570 has been detected.

Referring now to FIG. 24, another embodiment of the digital satelliteradio receivers being located in the SEBs will be discussed. The headendunit 602 is connected to an antenna 636 for receiving the digitalsatellite radio signals from an XM radio satellite 633. Instead oftransmitting the digital satellite radio signals at the intermediatefrequency being transmitted over a cable connected to the SEBs 645, aleaky coaxial cable 641 is used. A leaky coaxial cable 641 is slotted onits outer conductor for allowing functioning as a signal transmissionline and antenna of electromagnetic waves, as readily understood bythose skilled in the art.

The leaky coaxial cable 641 is connected to the output of the combinerand extends through the aircraft 31. Each SEB 645 has an antenna 648connected thereto for receiving transmissions from the leaky coaxialcable 641. Depending on the bandwidth of the signals that can betransmitted from the leaky coaxial cable 641 to the respective SEBs 645,the video channels/programming channels may also be provided via theleaky coaxial cable 641. Alternatively, the combiner 508 may beconnected to an RF module and a corresponding antenna(s) for providingthe entertainment related data to the SEBs 545 as readily understood bythose skilled in the art.

Another feature of the present invention is directed to an in-flightentertainment (IFE) system where available space is limited and weightis a concern, as is typical for narrow-body aircraft. Referring now toFIGS. 27 and 28, an aircraft IFE system 700 comprising a plurality ofSEBs 745 are spaced throughout the aircraft, with each SEB comprising amemory 755 including a shared memory portion 755 a for storingentertainment related data and an unshared memory portion 755 b. Cabling741 connects the plurality of SEBs 745 together so that theentertainment related data in the shared memory portion 755 a of eachSEB 745 is available for at least one other SEB.

The cabling 741 connects the plurality of SEBs 745 together in a daisychain configuration. The shared memory portion 755 a of each SEB 745 maybe connected together in a local area network (LAN). The LAN maycomprise an Ethernet network, which may be configured by a twisted pairwire, a coaxial cable or a fiber optic cable.

The entertainment related data includes a plurality of video programmingchannels and music (i.e., MP3 files), for example. Instead of having avideo server in the headend unit 702 storing the entertainment relateddata, the data is advantageously stored throughout the aircraft in theshared memory portions 755 a in each SEB 745.

The entertainment related data in each shared memory portion 755 a maycomprise at least a portion of a video program and/or a plurality of MP3files. In other words, each video program may be a different movie, forexample, and a size of the shared memory portion 755 a in each SEB 745may not be sufficient to store the entire movie. Consequently, the movieis divided into sections, and each section is stored in a different SEB745. Depending on the size of the shared memory portions 755 a, 3 to 6movies may be stored throughout the SEBs 745. When a passenger selects aparticular video program, retrieval of the different sections of themovie is transparent to the passenger.

The shared memory portions 755 a in each of the SEBs 745 advantageouslyprovides entertainment related data to the passengers without requiringa dedicated video server. Such a video server would increase the weightof the aircraft, and moreover, would require installation space that maynot be available in the headend unit 702.

In fact, one embodiment of the IFE system 700 may be provided without aheadend unit 702. In this particular embodiment, one of the SEBs 745would function as a master SEB, and the entertainment related data wouldbe loaded through this master SEB to the other SEBs.

The size of the memory 755 varies depending on the amount ofentertainment related data being stored. For instance, if theentertainment related data includes 3 to 6 movies, a size of the sharedmemory portion 755 a may be 100 Mb, for example. The unshared memoryportion 755 b is sized to store data specific to its SEB 745. Examplesof specific data include graphics to be displayed, and an operatingsystem associated with the entertainment related data being shared asnetwork files. An example size of the unshared memory portion 755 b is30 Mb. Moreover, the shared and unshared memory portions 755 a, 755 bmay be configured as separate memories or as a single memory as readilyappreciated by those skilled in the art.

In another embodiment of the IFE system 700, the IFE system may includea headend unit 702. The headend unit 702 includes an input/output (I/O)switch 708 connected to the cabling 741. The I/O switch 708 includes amaintenance port for downloading the entertainment related data to theIFE system 700. A suitable downloading device, such as the illustratedlaptop computer 712, may be used. The maintenance port may also be usedfor uploading data from the IFE system 700, such as system diagnosticdata. Alternatively, one of the I/O ports may be connected to a wirelessdata link 714, which may also be used for uploading/downloading data.The wireless data link 714 provides a wireless communications linkbetween the IFE system 700 and a central control network on the ground.The link may use a standard 802.11 protocol or any other suitableprotocol.

In the illustrated embodiment of an SEB 745 provided in FIG. 26, threepassengers are supported. More passengers may be supported depending onthe size of the aircraft. In particular, the SEB 745 includes a networkswitch 747 that interfaces with the cabling 741. The network switch 747advantageously permits the three passengers to simultaneously access theentertainment related data.

A network switch control processor 748 is connected to the networkswitch 747 for control thereof. The network switch 747 is considered asmart switch in the sense that it can prevent a passenger from “hacking”onto the LAN 741. The memory 755 is connected to the network switchcontrol processor 748.

Each passenger has the option of connecting a laptop computer 753 to anauxiliary output 751 on the SEB 745 for viewing the video programmingchannels. The network switch 747 prevents a passenger from flooding theLAN 741 with an excessive amount of data resulting in the otherpassengers not being able to receive the video programming channels. Thenetwork switch 747 thus makes the IFE system 700 more secure as comparedto the use of a hub or router.

In the aircraft, the auxiliary outputs 751 extend to the respectivearmrests of the passenger seating supported by the SEB 745. Theauxiliary output 751 provides an RJ-45 connector for interfacing withthe laptop computer 753. Processing of the video programming channels isbased upon the laptop computer 753 executing the appropriate mediaplayer software, as readily appreciated by those skilled in the art.

Since each SEB 745 supports three passengers, there are three passengerprocessors 749. Each passenger processor 749 is used for decoding thevideo programming channels. A respective passenger control unit (PCU)771 is connected to each passenger processor 749, and permits passengerselection of the entertainment related data to be decoded.

Each PCU 771 includes a set of control buttons, such as channel selectbuttons and volume select buttons. The PCU 771 may also include analpha-numeric display for displaying a limited amount of text to thepassenger. The display may be an LCD, for example. Volume select buttonsallow the passenger to adjust the volume at the headset 770. In theaircraft, the headset jacks 780 extend to the respective armrests of thepassenger seating supported by the SEB 745.

The IFE system 700 may also include other entertainment sources. Forexample, the illustrated IFE system 700 includes a satellite television(TV) receiver 715 for generating a plurality of TV programming channels.Consequently, other electronic equipment (not shown) is necessary forproviding the programming channels to the cabling 741, as readilyunderstood by those skilled in the art.

Each SEB 745 also comprises a headphone detection circuit 782 connectedto a corresponding headphone jack 780 and to a respective passengerprocessor 749. The headphone detection circuit 782 sets an audio volumeof the entertainment related data to a predefined level when removal ofthe headphones 770 has been detected.

The headend unit 702 further comprises a public address (PA) circuit 750so that the pilot and/or the flight attendants can address thepassengers. The PA circuit 750 has a PA keyline input 752 for activatingthe PA circuit, and a PA audio input 754. The PA circuit 750 isconnected to one of the ports of the I/O switch 708. When addressing thepassengers, it is necessary for the PA circuit 750 to mute the audiosignals being output to the SEBs 745. Consequently, the audio signalsare muted within the I/O switch 708 in response to the PA keyline input752 being selected.

The audio output from the PA circuit 750 is provided to the SEBs 745 viaa path 756 that is separate from the cabling 741. Alternatively, theseparate path may be connected to an overhead cabin speaker systeminstead of to the SEBs 745. Yet another approach for providing the audioto the passengers is to transmit the audio over the cabling 741.

Referring now to FIGS. 29 and 30, yet another feature of the presentinvention is directed to an in-flight entertainment (IFE) system 800 inwhich portable wireless devices 811 are permitted to operate while theaircraft is in flight. Portable wireless devices 811 include cellulartelephones, pagers and personal data assistants that receive e-mailmessages, for example. The cellular telephones may operate according toGSM, TDMA, CDMA, FDMA, AMPS or other standard or proprietarycommunications protocol.

The aircraft IFE system 800 comprises an antenna 836, an externalcommunications transceiver 804 connected to the antenna forcommunicating external the aircraft, and a plurality of seat electronicboxes (SEBs) 845 spaced throughout the aircraft. At least one of theSEBs 845 comprises an internal communications transceiver 806 forcommunicating with a portable wireless device 811 carried by apassenger.

Each portable wireless device 811 is selectively operable in a normalpower mode and a low power mode, with the low power mode being selectedfor communicating with the internal communications transceiver 806.Cabling 841 connects the external communications transceiver 804 to theplurality of SEBs 845 so that the portable wireless devices 811communicate external the aircraft while operating in the low power mode.

The low power mode of each portable wireless device 811 may be selectedby the passenger, or by the internal communications transceiver 806. Theillustrated portable wireless devices 811 include a normal power modemodule 813 and a low power mode module 815 for controlling the transmitpower of the transmitter 817. For example, the transmit power for acellular telephone operating in a normal power mode may be 600 watts,whereas the transmit power for a cellular telephone operating in a lowpower mode may be 200 watts. Of course, the actual transmit power in thelow power mode will be selected ahead of time so that operation of thecellular telephone will not interfere with the aircraft electronics.

The internal communications transceiver 806 in each SEB 845 may beconsidered an access point, and is able to communicate with more thanone portable wireless device 811 at a same time. Communications betweenthe external communications transceiver 804 and the internalcommunications transceiver 806 is based upon the Ethernet. Wirelesscommunications between the internal communications transceiver 806 andthe portable wireless device 811 is based upon the 802.11 protocol,whereas the wired communications between the external and internalcommunications transceivers 804, 806 is based upon the 802.3 protocol.Of course, other acceptable protocols may be used, as readilyappreciated by those skilled in the art. For instance, the internalcommunications transceiver 806 may comprise an infrared transceiver forcommunicating with the portable wireless device 811.

Each internal communications transceiver 806 is connected to an antenna812. Likewise, each portable wireless device 811 includes an antenna814. The internal communications transceiver 806 communications witheach portable wireless device 811 based upon a temporary address. Toestablish a communications channel with a portable wireless device 811,the internal communications transceiver 806 may broadcast a low powermode signal for placing any portable wireless devices 811 within rangein the low power mode. This broadcast may be continuous or intermittentthroughout the flight.

If the portable wireless devices 811 cannot be placed in the low powermode, then the internal communications transceiver 806 will notestablish communications with the portable wireless device 811.Confirmation that the portable wireless device 811 is operating in thelow power mode may be confirmed by the internal communicationstransceiver 806 or confirmation may be provided by the portable wirelessdevice 811 itself.

The internal communications transceiver 806 includes a signal strengthmeasurement circuit 810 for measuring the strength of the signalstransmitted from a portable wireless device 811 operating in closeproximity. Even if the portable wireless device 811 providesconfirmation that it is operating in the low power mode, the signalstrength measurement circuit 810 may still measure the strength of thetransmitted signal as a precaution to insure that the aircraftelectronics will not be affected. This measurement may be periodicallyperformed throughout the communications session.

The illustrated external communications transceiver 804 is carried by aheadend unit 802. The headend unit 802 further carries an entertainmentsource 820 connected to the cabling 841 for providing entertainmentrelated data to the passengers. If the entertainment related data is ina digital format, then the same cabling 841 is used. Otherwise, aseparate cable is necessary if the entertainment related data is in ananalog format. At least one video display unit (VDU) 893 is connected toeach SEB 845, and a respective passenger control unit (POD) 871 isassociated with each of the VDUs. The entertainment source 820 maycomprise a direct broadcast satellite (DES) receiver, a terrestrialtelevision (TV) receiver, or a satellite radio receiver for receivingradio signals, for example.

As readily appreciated by those skilled in the art, the presentinvention may also be directed to an aircraft communication system thatdoes not provide entertainment related data. In other words, such anaircraft communications system comprises an antenna 836, and an externalcommunications transceiver 804 connected to the antenna forcommunicating external the aircraft. At least one internalcommunications transceiver 806 establishes a communications link betweenthe external communications transceiver 804 and a portable wirelessdevice 811 carried by a passenger internal to the aircraft. In thisembodiment, the internal communications transceiver 806 commands theportable wireless device 811 into a low power mode.

A method for operating portable wireless devices 811 with an aircraftIFE system 800 is provided by the flow chart illustrated in FIG. 28. Asdiscussed above, each portable wireless device is selectively operablein a normal power mode and a low power mode. The IFE system comprises anantenna 836, an external communications transceiver 804 connected to theantenna for communicating external the aircraft, and a plurality of SEBs845 spaced throughout the aircraft. Each SEB 845 comprises an internalcommunications transceiver 806, and cabling 841 connecting the externalcommunications transceiver 804 to the plurality of SEBs.

From the start (Block 860), the method comprises selectively placingeach portable wireless device 811 in the low power mode in Block 862 forcommunicating with the internal communications transceiver 806 in acorresponding SEB 845. The internal communications transceiver 806confirms that the portable wireless device 811 is in the low power modeat Block 864. A communications session is established over the cabling841 at Block 866 between the internal communications transceiver 806 andthe external communications transceiver 804 so that the portablewireless device 811 communicates external the aircraft while operatingin the low power mode. The method ends at Block 868.

Another aspect of the invention is directed to a passenger control unit(PCU) integrated as part of the seatback tray. The PCU 900 is configuredto include a topside touchpad PCU input device 901 with multi-touchfunctionality, as illustrated in FIG. 29, and an underside touchpad PCUinput device 903 with multi-touch functionality, as illustrated in FIG.38.

Multi-touch functionality is also known as gestering, as readilyappreciated by those skilled in the art. Multi-touch functionality isessentially a set of interaction techniques that allows the passenger tocontrol the IFE system with their fingers. The topside and undersidetouchpad PCU input devices 901, 903 recognizes multiple simultaneoustouch points, whereas a touchpad on a laptop or notebook computernormally recognizes a single touch point.

With the seatback tray 902 in the down position, the passenger taps onthe topside touchpad PCU input device 901 with their finger to beginoperating the IFE system. Similarly, with the seatback tray 902 in thestored position, the passenger taps on the underside touchpad PCU inputdevice 903 with their finger to begin operating the IFE system.

On the visual display unit (VDU) 904, available entertainment categories910-916 are presented to the passenger, as shown in FIG. 30. Thesecategories 910-916 are overlaid or superimposed on the VDU 904 so thatthe currently displayed image can still be seen.

The passenger scrolls through the categories 910-916 by moving theirfingers in an up or down direction on the touchpad PCU input devices901, 903. These categories 910-916 are for illustrative purposes only,and the actual categories will vary depending on the airline.

As illustrated in FIGS. 30-33, the categories cycle through “history”910, “watch TV” 912, “watch a movie” 914 and “where are we?” 916. As thecategories move in a vertical manner, the icon for the featured categoryis larger than the icon for the other categories.

To select a category, the passenger taps on the topside or undersidetouchpad PCU input device 901, 903. For example, if the passenger tapson the topside or underside touchpad PCU input device 901, 903 when the“watch a movie” category 914 is featured, then the VDU 904 provides theavailable movie options, as shown in FIG. 34. The passenger scrollsthrough the available movie options 920-928 by moving their fingers in aleft or right direction on the topside or underside touchpad POD inputdevice 901, 903.

As the available movie options 920-928 move in a horizontal manner, theicon for the featured movie is larger than the icon for the other movieoptions. When the featured movie is displayed, a description of themovie is provided in a description section 930 below the featured movie.To select the featured movie titled “Flash of Genius” 924, the passengertaps on the topside or underside touchpad PCU input device 901, 903.Once selected, a new display appears on the VDU 904 to provideinformation about the selected movie, such as rating and length, beforethe movie starts.

Similarly, if the passenger is back at the available categories display,and taps on the topside touchpad or underside PCU input device 901, 903when the “watch TV” category 912 is featured, then the VDU 904 providesthe available TV channel options 932-942, as shown in FIG. 35. Thepassenger scrolls through the available TV channels 932-942 by movingtheir fingers in a left or right direction. Again, to select a TVchannel, such as “CNN” 936, the passenger taps on the topside orunderside touchpad PCU input device 901, 903. Once selected, anotherdisplay appears to provide information about the selected TV show, suchas length and a more specific description, before the TV show starts.

The topside and underside touchpad PCU input devices 901, 903advantageously allow the passenger to easily control operation of theIFE system depending on whether the seatback tray 902 is in the storedor down position. The multi-touch functionality provides anotherdimension of control to the passenger in addition to scroll through thecategories. For example, the passenger can reduce the size of thedisplayed images by pinching-in their fingers on the topside orunderside touchpad PCU input devices 901, 903. Similarly, the passengercan enlarge the size of the displayed images by pinching-out theirfingers on the topside or underside touchpad PCU input devices 901, 903.

The multi-touch functionality touchpad PCU input devices includes otherfunctions, as readily appreciated by those skilled in the art. Forexample, controls for the brightness of the VDU 904 and the audio volumeare part of the touchpad PCU input devices. As illustrated in FIG. 36for the underside touchpad PCU input device 901, the brightness iscontrolled by the passenger sliding their finger along section 950 ofthe topside touchpad PCU input device 901. Similarly, the volume iscontrolled by the passenger sliding their finger along section 952 ofthe topside touchpad PCU input device 901. When the brightness or volumeis being adjusted, an adjustment level indicator appears on the VDU 904.After an adjustment has been made, then the adjustment level indicatordisappears from the VDU 904. The topside touchpad PCU input device 901optionally includes left and right select buttons 954, 956 that may beconfigured to provide menu drop down and selection features, forexample.

As readily appreciated by those skilled in the art, the undersidetouchpad PCU input device 903 is similar in operation to the topsidetouchpad PCU input device 901. That is, any discussion directed to thetopside touchpad PCU input device 901 is equally applicable to theunderside touchpad PCU input device 903.

Also considered to be part of the PCU 900 is a connector interface 972,as illustrated in FIG. 29. The illustrated connector interface 972 isadjacent the VDU 904 in the seatback. Referring now to FIG. 37, theconnector interface 972 allows a passenger to plug their portable deviceor personal electronic device (PED) to different inputs. For example, apower charging output 974 configured as a USB interface allows thepassenger to charge their PED while onboard the aircraft. Inputs 976 and978 are configured as a VGA connector and a DIN connector, respectively.These connector inputs 976, 978 allow the passenger to provide video andcontrol signals from their PDA for viewing entertainment related data onthe VDU 904. The PDA may also be charged when connected to these inputs976 and 978.

With the touchpad PCU input devices 901, 903 integrated as part of theseatback tray 902, this avoids having to modify an armrest PCU, whichcan be costly due to the certification associated with modifyingpassenger seats. Nonetheless, a touchpad PCU input device may be placedin the armrest as an alternative to the seatback tray 902 even thoughthe available area is limited, which in turn may limit the inputfunctions available to the passenger.

The topside and underside touchpad PCU input devices 901, 903advantageously incorporate advanced control techniques, such asgestering, to make complex navigation of interfaces straightforward,with limitless control combinations. In addition, the topside andunderside touchpad PCU input devices 901, 903 do not have any movingparts, and the technology of each touchpad input device is protected bya thick layer of commercial grade plastic. The plastic may be the sameas a seatback tray 902, a seatback shroud or other plastic surfaces, forexample. However, one component that is exposed to the passenger is apeel and stick overlay of a durable material, such as polycarbonate, forexample. Should the overlay become damaged, it is simply peeled off andreplaced with a fresh one. Electronics of the touchpad PCU input devices901, 903 are not exposed, and are protected from damage that may resultfrom liquid spills.

In order for the PCU 900 to be low maintenance, it should be “pickproof” by positioning the topside and underside touchpad PCU inputdevices 901, 903 within recessed surface areas in the seatback tray 902.Alternatively or in addition, the topside and underside touchpad PCUinput devices 901, 903 may have a protective ring around its edges.

Referring now to FIG. 39, a block diagram of the PCU 900 interfacingwith the VDU 904 will be discussed. The VDU 904 includes a controller orprocessor 905 for control thereof. The controller 905 in turn interfaceswith the SEB 915. The controller 905 also interfaces with the PCU 900.Alternatively, the controller 905 or a subset of the controller may beincluded within the PCU 900 itself.

The topside touchpad PCU input device 901 includes a cable 911 thatconnects to the controller 905. The cable 911 is also integrated withinthe seatback tray 902 and interfaces with the seatback 970 along a hingearea therebetween. The cable 911 may be a USB cable with a USBconnector, for example.

Similarly, the underside touchpad PCU input device 903 includes a cable913 that connects to the controller 905. The cable 913 is alsointegrated within the seatback tray 902 and interfaces with the seatback970 along a hinge area therebetween. The cable 913 may be a USB cablewith a USB connector, for example.

The interface between the topside or underside touchpad PCU input device901, 903 and the controller 905 may be an industry standard mouse orpointing device interface that uses associated software and drivers, asreadily appreciated by those skilled in the art. For example, thetopside and underside touchpad PCU input devices 901, 903 may operatewith Windows XP® and other currently available operating systems.

Associated with the PCU 900 is a seatback tray position sensor 917, suchas in the form of an accelerometer, that generates a position signalbased on position of the seatback tray 902. When the seatback tray 902is in the down position, the topside touchpad PCU input device 901 isoperational based on the position signal. When the seatback tray 902 isin the stored position, the underside touchpad PCU input device 903 isoperational based on the position signal. Alternatively, the trayposition sensor 917 is disabled or simply not included so that both ofthe topside and underside touchpad PCU input devices 901, 903 areoperational at the same time regardless of the position of the seatbacktray 902.

Another aspect of the invention is to place the touchpad PCU inputdevice 901′ on the passenger seatback 970 adjacent the VDU 904, as shownin FIG. 40. Operation of the touchpad PCU input device 901′ is similarto the topside and underside touchpad input devices 901, 903 discussedabove.

In lieu of the topside and underside PCU input devices 901, 903 beingconfigured as touchpads, they may be configured as a plurality of memoryswitches. For example, FIG. 41 illustrates an underside memory switchPCU input device 1001, and FIG. 42 illustrates a topside memory switchPCU input device 1003. However, the memory switches do not allow for thescrolling of the available categories, and options within each category,on the VDU 904. Instead, predetermined buttons on the input devices1001, 1003 will be used to provide the corresponding scrolling feature.

Each membrane switch PCU input device 1001, 1003 includes a plurality ofdiscrete switches, where each switch corresponds to a specific function.The switch contacts are on, or made of, a flexible substrate. For atypical ohmic contact membrane unit, the poles of each switch need tomake physical contact. In other variations, the poles can be anon-contact type, such as a capacitive, ferrite core, or hall effectswitch.

The membrane switch may be suitable for low voltage, DClogic-level-signal, applications. A membrane layer may be positionedover a static layer. The membrane layer is a thin pliable layer andcarries one pole, both poles or flexes during switch operation used toshort both switch poles together. The static layer does not flex duringswitch operation but carries one pole, both poles or used to short bothswitch poles together.

Alternatively, a membrane switch PCU input device 1001′ may bepositioned on the passenger seatback 970 adjacent the VDU 904, as shownin FIG. 43. Although not illustrated, the membrane switch PCU may evenbe placed in the armrest.

Operation of the membrane switch PCU input device 1001 is based on thespecific functions of the user-selected inputs provided on the surfaceof the input device, as readily appreciated by those skilled in the art.In contrast to a touchpad PCU input device, there is a one-to-onecorrespondence for each user-selected input. Since there is more spaceavailable in the seatback tray, more functions can be provided to thepassenger.

For example, in addition to standard user-selected inputs associatedwith entertainment related remote controls, a closed caption functionmay be provided via user-selected input 1002, as shown in FIG. 44. Analternate language may be provided by user-selected input 1005, forexample. In addition, dedicated user-selected inputs for advancedapplications may be provided as needed. For example, a full DirectTVremote control or other application specific interface may be provided.

In order for the topside and underside membrane switch PCU input devices1001, 1003 to be low maintenance, it should be “pick proof” bypositioning within a recessed surface area on the seatback tray 902.Alternatively or in addition, the topside and underside membrane switchPCU input devices 1001, 1003 may have a protective ring around itsedges.

However, one component that is exposed to the passenger is a peel andstick overlay of a durable material, such as polycarbonate, for example.Should the overlay become damaged, it is simply peeled off and replacedwith a fresh one. Since the electronics for the topside and undersidemembrane switch PCU input devices 1001, 1003 are not exposed, they areprotected from damage that may result from liquid spills.

As a variation to the touchpad PCU input device controlling thescrolling of the available categories and available options within eachcategory, a touchpad 1100 controls a virtual PCU input device 1102displayed on the VDU 902, as illustrated in FIG. 45. The passengerslides their finger over the touchpad 1100 to move a cursor to thedesired user-selected function on the virtual PCU input device 1102.When the cursor is over the desired user-selected function, thepassenger selects this function by clicking on the left or right selectbuttons 1154, 1156.

The above discussions of the touchpad PCU input devices 901, 903 arealso applicable for this embodiment. However, multi-touch functionalityis optional. The user-selected functions available for theabove-described membrane switch PCU input devices 1001, 1003 are alsoavailable with the virtual PCU input device 1102. The VDU 904 supports agraphical user interface for the virtual PCU input device 1102 so thatit may be identical to the membrane switch PCU input devices 1001, 1003.

Many modifications and other embodiments of the invention will come tothe mind of one skilled in the art having the benefit of the teachingspresented in the foregoing descriptions and the associated drawings.Therefore, it is understood that the invention is not to be limited tothe specific embodiments disclosed, and that modifications andembodiments are intended to be included within the scope of the appendedclaims.

That which is claimed:
 1. An aircraft in-flight entertainment (IFE)system comprising: at least one entertainment source; a plurality ofpassenger seatback displays coupled to said at least one entertainmentsource; and a plurality of passenger control units (PCUs), each PCUassociated with a respective seatback display and comprising: a firsttouchpad integrated at least partially within a topside of a seatbacktray, the first touchpad configured to recognize multiple simultaneoustouch points; and a second touchpad integrated at least partially withinan underside of the seatback tray, the second touchpad configured torecognize multiple simultaneous touch points; each touchpad of the firstand second touchpads being configured to initiate display of differententertainment categories on the respective seatback display associatedtherewith; each touchpad of the first and second touchpads beingconfigured to scroll through the different entertainment categoriesbased on a user moving their fingers across the touchpad, and as theentertainment categories all move in the same direction, theysequentially take turns being the featured entertainment category evenif not selected by the user, wherein each PCU is configured to: disableoperation of the first touchpad while enabling operation of the secondtouchpad in response to receiving, from a position sensor of theseatback tray, a first position signal indicating the seatback tray isin a first position; and disable operation of the second touchpad whileenabling operation of the first touchpad in response to receiving, fromthe position sensor of the seatback tray, a second position signalindicating the seatback tray is in a second position.
 2. The aircraftin-flight entertainment system according to claim 1 wherein thedifferent entertainment categories are overlaid over a currentlydisplayed image.
 3. The aircraft in-flight entertainment systemaccording to claim 2 wherein each touchpad of the first and secondtouchpads permits the user to change display size of the differententertainment categories being displayed based on recognition ofmultiple simultaneous touch points by the user.
 4. The aircraftin-flight entertainment system according to claim 1 further comprises arespective first controller for storing different entertainmentcategories to be displayed, with said controller being coupled between atouchpad and a passenger seatback display associated therewith.
 5. Theaircraft in-flight entertainment system of claim 4, further comprises arespective second controller embedded in the tray and configured to:receive signals from the first and second touchpads; and generatecommands communicated to the first controller to control the passengerseatback display.
 6. The aircraft in-flight entertainment systemaccording to claim 1 wherein each touchpad of the first and secondtouchpads operates based on capacitive sensing.
 7. The aircraftin-flight entertainment system according to claim 1 wherein eachtouchpad of the first and second touchpads operates based on conductivesensing.
 8. The aircraft in-flight entertainment system according toclaim 1 further comprising: a plurality of seat electronic boxes (SEBs)coupled to: said plurality of passenger seatback displays; said firstand second touchpads, wherein said plurality of SEBs respond to signalsfrom said first and second touchpads to control information displayed onthe coupled plurality of passenger seatback displays; and a signaldistribution network connecting said at least one entertainment sourceto said plurality of SEBs.
 9. The method according to claim 1, whereineach entertainment category has an icon and a description associatedtherewith, and display of the different entertainment categories at thesame time includes a featured entertainment category where the iconcorresponding to the featured entertainment category is displayed largerthan the icons that are displayed for the non-featured entertainmentcategories, and with the description associated with the featuredentertainment category also being displayed with the icon correspondingto the featured entertainment category while the descriptions associatedwith the non-featured entertainment categories are not displayed whilethe icons corresponding to the non-featured entertainment categories aredisplayed.
 10. An aircraft in-flight entertainment (IFE) systemcomprising: at least one entertainment source; a plurality of passengerseatback displays coupled to said at least one entertainment source; anda plurality of passenger control units (PCUs), each PCU associated witha respective seatback display and positioned next to the respectiveseatback display in a passenger seatback, and comprising a firsttouchpad integrated at least partially within a topside of a seatbacktray and a second touchpad integrated at least partially within anunderside of the seatback tray, the first and second touchpad configuredto recognize multiple simultaneous touch points, initiate display ofdifferent entertainment categories on the respective seatback displayassociated therewith, scroll through the different entertainmentcategories based on a user moving their fingers across the touchpad, andas the entertainment categories all move in the same direction, theysequentially take turns being the featured entertainment category evenif not selected by the user, wherein each PCU is configured to: disableoperation of the first touchpad while enabling operation of the secondtouchpad in response to receiving, from a position sensor of theseatback tray, a first position signal indicating the seatback tray isin a first position; and disable operation of the second touchpad whileenabling operation of the first touchpad in response to receiving, fromthe position sensor of the seatback tray, a second position signalindicating the seatback tray is in a second position.
 11. The aircraftin-flight entertainment system of claim 1, wherein the first and secondtouchpads are covered by plastic layers extending across the respectivetop and bottom surfaces of the seatback tray.
 12. The aircraft in-flightentertainment system of claim 1, wherein each PCU comprises a controllerembedded between the topside and underside surfaces of the seatbacktray, wherein the controller is connected to the first and secondtouchpads to process commands received from the first and secondtouchpads.
 13. The aircraft in-flight entertainment system of claim 1,wherein each PCU is coupled to the first touchpad and the secondtouchpad via a cable integrated within a hinge area of the seatbacktray.
 14. The aircraft IFE system of claim 10, wherein the differententertainment categories are overlaid over a currently displayed image,and each entertainment category having an icon and a descriptionassociated therewith, and display of the different entertainmentcategories a same time includes a featured entertainment category wherethe icon corresponding to the featured entertainment category isdisplayed larger than the icons that are displayed corresponding to thenon-featured entertainment categories, and with the descriptionassociated with the featured entertainment category also being displayedwith the icon corresponding to the featured entertainment category whilethe descriptions associated with the non-featured entertainmentcategories are not displayed while the icons corresponding to thenon-featured entertainment categories are displayed.
 15. The aircraftin-flight entertainment system according to claim 10 wherein eachtouchpad of the first and second touchpads permits the user to changedisplay size of the different entertainment categories being displayedbased on recognition of multiple simultaneous touch points by the user.16. The aircraft in-flight entertainment system according to claim 10further comprising a respective first controller for storing thedifferent entertainment categories to be displayed, with said firstcontroller coupled between the first and second touchpads and apassenger seatback display of the plurality of seatback displaysassociated therewith.
 17. The aircraft in-flight entertainment systemaccording to claim 10 wherein each PCU further comprises a respectiveconnector interface associated with each passenger seatback display, andcomprising an input to receive video and control signals from the user'sportable device for viewing entertainment related data thereon; a powercharging output for interfacing with the user's portable device forcharging thereof.
 18. The aircraft in-flight entertainment systemaccording to claim 10 further comprising: a plurality of seat electronicboxes (SEBs) coupled to: said plurality of passenger seatback displays;said first and second touchpads, wherein said plurality of SEBs respondto signals from said first and second touchpads to control informationdisplayed on the coupled plurality of passenger seatback displays; and asignal distribution network connecting said at least one entertainmentsource to said plurality of SEBs.
 19. The aircraft in-flightentertainment system according to claim 10 wherein said at least oneentertainment source comprises at least one of a satellite TV receiverand a direct broadcast (DBS) receiver.
 20. A method for operating anaircraft in-flight entertainment (IFE) system comprising at least oneentertainment source; a plurality of passenger seatback displays coupledto the at least one entertainment source; and a plurality of passengercontrol units (PCUs), the method comprising: controlling the IFE via aPCU, with each PCU being associated with a respective seatback displayand comprising a first touchpad integrated at least partially within atopside of a seatback tray and a second touchpad integrated at leastpartially within an underside of the seatback tray, the first and secondtouchpad configured to recognize multiple simultaneous touch points; andoperating each touchpad of the first and second touchpads to initiatedisplay of different entertainment categories on the respective seatbackdisplay associated therewith, and scroll through the differententertainment categories based on a user moving their fingers across thetouchpad, and as the entertainment categories all move in the samedirection, they sequentially take turns being the featured entertainmentcategory even if not selected by the user, wherein operating eachtouchpad of the first and second touchpads further comprises: disablingoperation of the first touchpad while enabling operation of the secondtouchpad in response to receiving, from a position sensor of theseatback tray, a first position signal indicating the seatback tray isin a first position; and disabling operation of the second touchpadwhile enabling operation of the first touchpad in response to receiving,from the position sensor of the seatback tray, a second position signalindicating the seatback tray is in a second position.
 21. The methodaccording to claim 20 wherein the different entertainment categories areoverlaid over a currently displayed image.
 22. The method according toclaim 21 wherein each touchpad of the first and second touchpads permitsthe user to change display size of the different entertainmentcategories being displayed based on recognition of multiple simultaneoustouch points by the user.
 23. The method according to claim 20 whereinthe aircraft IFE further comprises a respective first controller forstoring different entertainment categories to be displayed, with thecontroller coupled between a touchpad of the first and second touchpadsand a passenger seatback display associated therewith.
 24. The methodaccording to claim 20 wherein each touchpad of the first and secondtouchpads operates based on at least one of capacitive sensing andconductive sensing.
 25. The method according to claim 20 wherein eachPCU further comprises a respective connector interface associated witheach passenger seatback display, and comprising an input to receivevideo and control signals from the user's portable device.
 26. Themethod according to claim 25 wherein the connector interface comprises apower charging output for interfacing with the user's portable devicefor charging thereof.
 27. The method of claim 20, wherein eachentertainment category has an icon and a description associatedtherewith, and display of the different entertainment categories at asame time includes a featured entertainment category where theassociated icon corresponding to the featured entertainment category isdisplayed larger than the icons that are displayed for the non-featuredentertainment categories, and with the description associated with thefeatured entertainment category also being displayed with the iconcorresponding to the featured entertainment category while thedescriptions associated with the non-featured entertainment categoriesare not displayed while the icons corresponding to the non-featuredentertainment categories are displayed.
 28. The method according toclaim 20, wherein disabling operation of the first touchpad comprisesdisabling operation of the first touchpad based on the first positionsignal indicating the seatback tray is in a down position.
 29. Themethod according to claim 28, wherein disabling operation of the secondtouchpad comprises disabling operation of the second touchpad based onthe second position signal indicating the seatback tray is in a storedposition.